U.S. patent number 7,510,197 [Application Number 10/770,601] was granted by the patent office on 2009-03-31 for multi-piece axle and suspension.
Invention is credited to Michael J. Gottschalk.
United States Patent |
7,510,197 |
Gottschalk |
March 31, 2009 |
Multi-piece axle and suspension
Abstract
A multi-piece axle employing assembly hardware for forming a
rigid axle structure which, in addition, connects the multi-piece
axle to a suspension, thereby eliminating conventional axle seats.
More specifically, a multi-piece axle having dual function hardware
for simultaneously assembling the axle into a single rigid member
as well as assembling a suspension portion thereto.
Inventors: |
Gottschalk; Michael J.
(Granville, OH) |
Family
ID: |
34701326 |
Appl.
No.: |
10/770,601 |
Filed: |
February 4, 2004 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20050167937 A1 |
Aug 4, 2005 |
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Current U.S.
Class: |
280/86.5 |
Current CPC
Class: |
B60B
35/06 (20130101); B60G 9/00 (20130101); B60G
11/28 (20130101); B60G 2200/314 (20130101); B60G
2204/126 (20130101); B60G 2204/1482 (20130101); B60G
2204/43 (20130101); B60G 2206/30 (20130101); B60G
2206/8207 (20130101) |
Current International
Class: |
B62D
61/12 (20060101) |
Field of
Search: |
;280/86.5,124.11,124.111
;301/124.1,127 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2 761 304 |
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Oct 1998 |
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FR |
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57-84210 |
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May 1982 |
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JP |
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3-132412 |
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Jun 1991 |
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JP |
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Other References
EPO Search Report, Dec. 27, 2005, EPO. cited by other.
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Primary Examiner: Fleming; Faye M.
Attorney, Agent or Firm: Pequignot + Myers LLC
Claims
I claim:
1. An automotive axle structurally comprised of three
interconnectible beam portions comprising: a middle beam portion
having a first end and a second end; a first end beam portion for
carrying a wheel member, said first end beam portion being
attachable and detachable to and from said first end of said middle
beam portion; a second end beam portion for carrying a wheel
member, said second end beam portion being attachable and
detachable to and from said second end of said middle beam portion;
a first attaching/mounting mechanism mechanically connecting a
first suspension component between said first end beam portion and
said first end of said middle beam portion and simultaneously
mechanically connecting said first end beam portion to said first
end of said middle beam portion; a second attaching/mounting
mechanism mechanically connecting a second suspension component
between said second end beam portion and said second end of said
middle beam portion and simultaneously mechanically connecting said
second end beam portion to said second end of said middle beam
portion.
2. An automotive axle comprising an axle beam having a first end
and a second end; a first axle end portion for carrying a wheel
member, said first axle end portion being attachable to said first
end of said axle beam; a second axle end portion for carrying a
wheel member, said second axle end portion being attachable to said
second end of said axle beam; first mounting means for mounting a
first suspension component to said axle and for connecting said
first axle end portion to said first end of said axle beam; second
mounting means for mounting a second suspension component to said
axle and for connecting said second axle end portion to said second
end of said axle beam; wherein said first axle end portion
comprises a beam portion having a first connecting plate; wherein
said second axle end portion comprises a beam portion having a
second connecting plate; and wherein said axle beam comprises a
middle beam portion having first and second receiving plates
located at said first and second ends respectively.
3. An automotive axle according to claim 2 wherein said axle, when
assembled, is so designed such that: said first connecting plate is
located substantially opposite said first receiving plate and is
connected to said first receiving plate via said first mounting
means; and said second connecting plate is located substantially
opposite said second receiving plate and is connected to said
second receiving plate via said second mounting means.
4. An automotive axle in combination with a suspension, the
improvement wherein said axle comprises the axle according to claim
3.
5. The automotive axle and suspension combination as claimed in
claim 4 wherein said suspension includes: a first suspension beam
pair having a first end for connecting to said axle and a second
end for connecting to a vehicle frame member; a second suspension
beam pair having a first end for connecting to said axle and a
second end for connecting to a vehicle frame member; wherein said
first end of said first suspension beam pair is connected to said
axle via said first mounting means at a location between said first
end of said axle beam and said first axle end portion; and wherein
said first end of said second suspension beam pair is connected to
said axle via said second mounting means at a location between said
second end of said axle beam and said second axle end portion.
6. The automotive axle and suspension combination as claimed in
claim 5 wherein said beams forming said first and said second
suspension beam pairs are oriented substantially parallel one to
the other in each pair.
7. The automotive axle and suspension combination as claimed in
claim 6 wherein said first and said second mounting means each
comprises at least one pivot means for pivotally connecting said
first and said second suspension beam pairs pivotally to said
axle.
8. The automotive axle and suspension combination as claimed in
claim 7 wherein said pivot means comprises at least a pivot
bolt.
9. The automotive axle and suspension combination as claimed in
claim 8 wherein said pivot means further comprises a nut member for
threading to an end of said pivot bolt.
10. The automotive axle and suspension combination as claimed in
claim 7 wherein said first and second connecting plates and said
first and second receiving plates each include a plurality of
apertures, at least one of said apertures on each of said
connecting and receiving plates being provided for connective
cooperation with said pivot means thereby to connect said
connecting plates to said receiving plates.
11. The automotive axle and suspension combination as claimed in
claim 10 further including at least a second plurality of
apertures, each aperture of said second plurality of apertures
being located vertically spaced one from another such that a height
of said first and said second axle end portions is adjustable with
respect to said axle beam to achieve a desired ride height for a
vehicle employing said axle by selecting an aperture on a said
connecting plate having a first vertical spacing orientation to
connect to an aperture on a said receiving plate having a second
vertical spacing orientation, a combination of said first and
second vertical spacing orientations corresponding to a desired
ride height when said axle beam is connected to a said axle end
portion.
12. The automotive axle and suspension combination according to
claim 5 wherein said first and said second mounting means comprises
a plurality of bolt and nut members for connecting said first and
said second connecting plates to said first and said second
receiving plates, respectively, via a plurality of apertures
located in said connecting and receiving plates.
13. In combination, a truck having installed thereon the automotive
axle and suspension combination as claimed in claim 5, 6, 7, 8, 9,
10, 11, or 12.
14. The automotive axle and suspension combination as claimed in
claim 7 wherein said first and said second mounting means each
further includes at least a spacing block forming an air bellows
seat, said air bellows seat having a plate portion for connecting
to a suspension air bellows.
15. In combination, a truck having installed thereon the automotive
axle as claimed in claim 1, 2, 3, 4, or 5.
16. An automotive axle and suspension comprising in combination:
first and second hanger brackets for connecting said suspension to
frame members of a vehicle; first and second suspension beam pairs,
each said suspension beam pair being pivotally connected to one of
said hanger brackets; an axle beam having a first end and a second
end; a first axle end portion for carrying a wheel member, said
first axle end portion being attachable to said first end of said
axle beam; a second axle end portion for carrying a wheel member,
said second axle end portion being attachable to said second end of
said axle beam; first mounting means for mounting said first
suspension beam pair at a location between said first end of said
axle beam and said first axle end portion; second mounting means
for mounting said second suspension beam pair at a location between
said second end of said axle beam and said second axle end portion;
first and second spacer blocks having plates extending therefrom
each said plate being provided for connecting to an air bellows;
said first spacer block being located between said first end of
said axle beam and said first axle end portion, and said second
spacer block being located between said second end of said axle
beam and said second axle end portion; and first and second lift
air bellows each operatively connected to one of said first and
said second suspension beam pairs such that pressurizing and
depressurizing said first and said second lift air bellows lifts or
lowers said axle into road engagement and disengagement
positions.
17. The automotive axle and suspension combination according to
claim 16 wherein: said first axle end portion comprises a beam
portion having a first connecting plate; said second axle end
portion comprises a beam portion having a second connecting plate;
and said axle beam comprises a middle beam portion having first and
second receiving plates located at said first and second ends
respectively.
18. The automotive axle and suspension combination according to
claim 17 wherein said beams forming said first and said second
suspension beam pairs are oriented substantially parallel one to
the other in each pair.
19. The automotive axle and suspension combination according to
claim 17 wherein said first and second mounting means comprise a
plurality of bolt and nut members for connecting said first and
said second connecting plates to said first and said second
receiving plates, respectively, via a plurality of apertures
located in said connecting and receiving plates in a substantially
opposing manner respectively.
20. An automotive axle according to claim 3 further including at
least one shim located between at least one of said connecting
plates and one of said receiving plates thereby to adjust an angle
of camber or toe of at least one wheel attached to said automotive
axle.
21. An automotive axle according to claim 3 wherein a portion of
said axle beam comprises a storage container capable of storing
compressed gas.
22. An automotive axle and suspension combination comprising: an
axle beam having a first end and a second end, and including a
middle beam portion having first and second receiving plates
located at said first and second ends respectively; a first axle
end for carrying a first wheel member comprising a beam portion
having a first connecting plate at an end thereof; a second axle
end for carrying a second wheel member comprising a beam portion
having a second connecting plate at an end thereof; at least a
first pivot bolt connecting said first connecting plate to said
first receiving plate and connecting a first suspension portion
substantially between said first connecting and receiving plates;
at least a second pivot bolt connecting said second connecting
plate to said second receiving plate and connecting a second
suspension portion substantially between said second connecting and
receiving plates.
23. The automotive axle and suspension combination according to
claim 22 further including: a first air bellows seat located
substantially between said first connecting and receiving plates; a
second air bellows seat located substantially between said second
connecting and receiving plates; and each said air bellows seat
having a plate portion for connecting to a suspension air
bellows.
24. The automotive axle and suspension combination according to
claim 23 further including third and fourth pivot bolts and wherein
said first and second suspension portions each comprise a
suspension beam pair pivotally connected to said automotive axle
via said first and third and said second and fourth pivot bolts
respectively.
25. The automotive axle and suspension combination according to
claim 24 wherein said suspension is a lift axle type suspension
capable of lifting or lowering said automotive axle out of and into
road engaging positions.
26. The automotive axle according to claim 3 wherein said first and
said second mounting means comprise a plurality of bolt and nut
members for connecting said first and said second connecting plates
to said first and said second receiving plates, respectively, via a
plurality of apertures located in said connecting and receiving
plates.
27. The automotive axle according to claim 1 wherein said first and
said second attaching/mounting mechanisms comprise a plurality of
bolt and nut members.
28. In combination, a truck having installed thereon a suspension
and said automotive axle as claimed in claim 1 or 27.
Description
FIELD OF INVENTION
This invention relates to axles and suspensions for wheeled
vehicles. More particularly, this invention relates to multi-piece
axles having integrated suspension mounting mechanisms.
BACKGROUND OF INVENTION
The use of axle/suspension combinations in the light, medium, and
heavy-duty truck industry is long established. In these industries,
it is well known and conventional to employ a suspension between
the frame of a vehicle body and an axle of a vehicle in order to
absorb road forces/vibrations which would otherwise normally
translate to the vehicle body and/or interior or load through the
wheels. Furthermore, the use of auxiliary lift axles (e.g. axles
which may be selectively engaged and disengaged from the road
surface) to increase road safety as well as to bring a vehicle
carrying a load into conformance with highway safety laws is well
known.
In this respect, an exemplar lift axle/suspension assembly, of a
type commonly employed in a heavy duty truck, is popularly
constructed of a parallelogram structure in combination with an air
bellows located attached to paddles extending from the
parallelogram. Generally speaking, the parallelogram structure is
comprised of a pair of substantially parallel beam members, which,
as assembled, are pivotally mounted to a hanger bracket of a
vehicle frame at one end, and, at their other end, are mounted to
an axle seat which is affixed via mechanical means to the top
surface of an axle (one paddle extending from each beam member). In
this manner, the air bellows can be operated (inflated or deflated)
to alternately lower and lift the axle into or out of engagement
with the road surface by causing the parallel beam members to pivot
about the hanger bracket. Typically, a second airspring (air
bellows) is provided located between the axle seat and the vehicle
frame and is the primary mechanism by which road vibrations are
absorbed in addition to supporting a portion of the vehicle load
therewith. An example of such a prior axle/suspension assembly is
illustrated and described in U.S. Pat. No. 5,403,031 which is
commonly owned herewith. An example of a known axle seat is also
described therein, and, as may be seen, generally includes a pair
of u-bolts for connecting a suspension beam to the axle.
Although conventional axle seats are effective for their purpose,
their bulk combined with the manner in which they connect an axle
to a suspension beam via difficult assembly with u-bolts presents
several drawbacks. More particularly, employing independent axle
seats adds weight to the overall axle suspension system (thus
reducing load carrying capability), complicates the assembly
process, and takes up a greater space envelope under the vehicle
frame (primarily because the suspension beams are designed to "sit"
on the top of the axle seats located on top of the axle housing).
Because excess parts and the weight which accompanies them are
undesirable and because undercarriage space under the vehicle is
valuable (e.g. additional auxiliary axles may be desired to be
employed so that heavier, more profitable loads can be carried),
further improvements in the axle/suspension arts are desired.
In addition to the above described drawbacks, the majority of axles
found on vehicles today are of a single piece (fabricated or
forged) construction and, as such, are heavy and thus difficult to
install, service, and manufacture. Still furthermore, if a portion
(e.g. axle end, kingpin, or spindle) of a conventional, one-piece
axle needs to be repaired or fails, the entire axle must be removed
for repair purposes or replaced in the instance of catastrophic
damage/failure.
In view of these problems inherent in single piece axle designs,
and in view of the various drawbacks regarding conventional axle
suspension combinations delineated above, it is apparent that there
exists a need in the art for axles and/or axle suspension
combinations which overcome the above drawbacks. It is a purpose of
this invention to fulfill these needs in the art, as well as other
needs which will become apparent to the skilled artisan once given
the above disclosure.
SUMMARY OF INVENTION
Generally speaking, this invention fulfills the above-described
needs in the art by providing:
an automotive axle comprising:
an axle beam having a first end and a second end;
a first axle end portion for carrying a wheel member, the first
axle end portion being attachable to the first end of the axle
beam;
a second axle end portion for carrying a wheel member, the second
axle end portion being attachable to the second end of the axle
beam;
first mounting means for mounting a first suspension component to
the axle and for connecting the first axle end portion to the first
end of the axle beam;
second mounting means for mounting a second suspension component to
the axle and for connecting the second axle end portion to the
second end of the axle beam.
In further embodiments, there is provided:
an automotive axle and suspension combination comprising:
an axle beam having a first end and a second end and including a
middle beam portion having first and second receiving plates
located at the first and second ends respectively;
a first axle end for carrying a first wheel member comprising a
beam portion having a first connecting plate at an end thereof;
a second axle end for carrying a second wheel member comprising a
beam portion having a second connecting plate at an end
thereof;
at least a first pivot bolt connecting the first connecting plate
to the first receiving plate and connecting a first suspension
portion substantially between the first connecting and receiving
plates;
at least a second pivot bolt connecting the second connecting plate
to the second receiving plate and connecting a second suspension
portion substantially between the second connecting and receiving
plates.
In still further embodiments, there is provided:
an automotive axle and suspension comprising in combination:
first and second hanger brackets for connecting the suspension to
frame members of a vehicle;
first and second suspension beam pairs, each suspension beam pair
being pivotally connected to one of the hanger brackets;
an axle beam having a first end and a second end;
a first axle end portion for carrying a wheel member, the first
axle end portion being attachable to the first end of the axle
beam;
a second axle end portion for carrying a wheel member, the second
axle end portion being attachable to the second end of the axle
beam;
first mounting means for mounting the first suspension beam pair at
a location between the first end of the axle beam and the first
axle end portion;
second mounting means for mounting the second suspension beam pair
at a location between the second end of the axle beam and the
second axle end portion;
first and second spacer blocks having plates extending therefrom
each plate being provided for connecting to an air bellows; the
first spacer block being located between the first end of the axle
beam and the first axle end portion, and the second spacer block
being located between the second end of the axle beam and the
second axle end portion; and
first and second lift air bellows each operatively connected to one
of the first and second suspension beam pairs such that
pressurizing and depressurizing the first and the second lift air
bellows lifts or lowers the axle into road engagement and
disengagement positions.
One object of this invention is to provide an axle which is
tailorable in weight, strength, and configuration.
A further object of this invention is to provide an axle which is
easy to assemble and disassemble and which is inexpensive to
repair.
IN THE DRAWINGS
FIG. 1A is a three-dimensional perspective view of one embodiment
of a multi-piece axle according to the subject invention
illustrated with a lift axle-type suspension assembled thereto and
connected via the suspension assembly to a vehicle frame
member.
FIG. 1B is a three-dimensional rearward view of the embodiment of
the invention illustrated in FIG. 1A.
FIG. 2A is a side-plan view of a truck employing the axle and
suspension combination according to FIG. 1 with the axle shown in
the non-ground engaging position.
FIG. 2B is a side-plan view of a truck employing the axle and
suspension combination according to FIG. 1 with the axle shown in
the ground engaging position.
FIG. 3A is a three-dimensional, blown-apart view of an embodiment
of an axle according to the subject invention illustrated without
mounting hardware for sake of clarity.
FIG. 3B is a three-dimensional, blown-apart view of an embodiment
of an axle according to the subject invention illustrated with
mounting hardware detached from one axle end.
FIG. 3C is a three-dimensional, blown-apart view of an embodiment
of an axle having ride height adjustability illustrated with
mounting hardware detached from one axle end.
FIG. 4A is a three-dimensional, blown apart view of one embodiment
of a suspension and multi-piece axle combination according to the
subject invention illustrated with certain parts removed for sake
of clarity.
FIG. 4B is a partial, three-dimensional view of one embodiment of a
multi-piece axle according to the subject invention illustrated
with a lift axle-type suspension assembled thereto shown with
certain parts removed for sake of clarity.
FIG. 5 is rear-plan view of a vehicle illustrated with its wheels
adjusted with an exaggerated "camber".
FIG. 6 is top-plan view of a vehicle illustrated with its wheels
adjusted with an exaggerated "toe".
FIG. 7A is a three-dimensional, blown apart view of the suspension
and multi-piece axle combination according to FIG. 4A shown with a
shim inserted at a rearward portion of the axle for adjusting the
toe of the axle inward.
FIG. 7B is a three-dimensional, blown apart view of the suspension
and multi-piece axle combination according to FIG. 4A shown with a
shim inserted at a forward portion of the axle for adjusting the
toe of the axle outward.
FIG. 7C is a three-dimensional, blown apart view of the suspension
and multi-piece axle combination according to FIG. 4A shown with a
shim inserted at an upper portion of the axle for adjusting the
camber of the axle positively.
FIG. 7D is a three-dimensional, blown apart view of the suspension
and multi-piece axle combination according to FIG. 4A shown with a
shim inserted at a lower portion of the axle for adjusting the
camber of the axle negatively.
FIG. 8 is a three-dimensional, blown apart view of the axle
according to FIG. 3B shown with an air reservoir integrated into
the axle middle portion.
DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS
Referring initially to FIGS. 1A and 1B, therein is illustrated an
exemplar embodiment of a multi-piece axle according to the subject
invention connected to a lift axle suspension (indicated at 30)
such as is described in commonly owned U.S. patent application Ser.
No. 10/384,755, entitled IN LINE AXLE SUSPENSION SYSTEM, filed Mar.
11, 2003. Although the present invention finds particular utility
when combined with the "IN LINE" suspension, it is contemplated
that the multi-piece axle described herein may be employed with any
suspension (including non-lift suspensions) requiring connection to
an axle including suspensions not yet known.
Although suspension 30's precise configuration is not required to
be employed to practice the instant invention, it will be described
herein for the purposes of highlighting the unique utilities of the
inventive axle and its combination therewith. It will be
understood, however, that only one side of the suspension will be
illustrated for sake of clarity and that the remaining portion of
the suspension is simply duplicated on the opposite side of the
axle in conventional practice.
As illustrated, suspension 30 generally comprises a pair of
oppositely oriented suspension beam members 32a-b (oriented
substantially parallel one to the other in some embodiments) having
four pivots P.sub.1-4 (see FIG. 4A) of conventional type (e.g.
elastomeric bushing pivots) for maintaining the preferred
parallelogram nature of the suspension system. As shown, these
pivots are provided for connecting the respective ends of
suspension beams 32a-b to hanger bracket 40 in a known manner as
well as to axle 1 in a unique configuration as will be described
below. Air bellows 36 is connected at its top end to frame members
105 of the vehicle (via a connecting bracket 106 or in another
configuration as needed) and at its bottom end to axle 1 via air
bellows seat 34, described in more detail below, which has a unique
design and function previously unknown in the art. Assembled in
this configuration, air bellows 36 is the primary means for taking
up the articulation and load-carrying forces of the suspension
experienced during vehicle operation over road surfaces. In
addition, air bellows 36 acts in concert with air bellows 38,
located between suspension beams 32a-b, to lift and lower wheeled
axle 1 out of and into road engaging positions.
Referring now to FIGS. 2A-2B, these figures are presented merely to
illustrate the environment in which axle 1 and suspension 30 find
utility. In this regard, vehicle 101 is illustrated in the figures
as a generic vehicle and is intended to represent a wide variety of
vehicle types including such vehicles as heavy-duty dump trucks,
semi-trailers, trailers, mining vehicles, and the like. However,
the use of the disclosed axle (and/or suspension) is by no means
limited to such environments and thus may be used in conventional
passenger vehicles, for example. FIGS. 2A-B, in this respect,
illustrate vehicle 101 having longitudinal frame members 105
carrying a suspension 30 which, as employed as an auxiliary wheeled
lift axle suspension, is placed forward of rear axle 103 of a
vehicle. FIG. 2A shows wheel bearing suspension 30 in its raised,
non-load bearing position (tires 107 lifted off of road surface
111). FIG. 2B shows wheel bearing suspension 30 in its lowered,
road engaging, load bearing position. In addition, it is understood
that, as is known in the art, vehicle 101 normally has a forward
steerable axle (not shown), as well as a standard rear axle 103
(including tires 109) such that the rear and forward axles
(together with wheels and tires) form the primary means of vehicle
support such that suspension 30 may be operated to lift its tires
107 off the road.
Turning now to FIGS. 3A and 3B, it may be seen that axle 1 is of a
three-piece design and generally comprises a main beam 3
constructed from a conventional I-beam-type material which forms
the central portion of the axle. Axle ends 5 and 7 are removably
attached at opposite ends of main beam 3 and are provided for
carrying a conventional kingpin and wheel assembly which, as
conventional parts known to skilled artisans, are not described in
detail herein. In this regard, each axle end 5 and 7 includes a
kingpin seat for carrying a kingpin for connecting to a
conventional steering knuckle. As will be apparent to the skilled
artisan, because the axle is formed of three distinct, replaceable
pieces, if a kingpin or axle end is damaged, the damaged portion
can be independently removed and replaced (or repaired if the
circumstances permit) rather than the entire axle and/or suspension
thus rendering repairs cheaper and more labor efficient.
Furthermore, the three-piece axle construction allows for
tailorability in both axle weight and strength by allowing
different construction materials to be employed for the middle beam
and end portions (part numbers 3, 5, and 7 respectively). For
example, axle ends 5 and 7, which have higher strength requirements
than the middle beam, can be constructed of a high-strength, but
heavy, steel with beam 3 being constructed of an alloy to conserve
weight. In this manner, specific strength and durability
requirements for the axle can be met while simultaneously allowing
for overall vehicle weight reduction which in turn allows for
additional load to be carried and more profit realized.
In order to enable assembly of main beam 3 to first and second
removable axle ends 5 and 7, beam 3 is provided with receiving
plates 9a and 9b for mating to connecting plates 11 and 13 of each
axle end, respectively. As may be seen clearly in FIG. 3B, each
receiving plate 9a-b and each connecting plate 11 and 13 is
comprised of a plate member having a plurality of apertures "A"
disposed therethrough. In this regard, it is noted that the shape
of the receiving and connecting plates as well as the position
(i.e. spacing) of the apertures therein is such that when a
connecting plate is mated to a receiving plate the apertures of
each align for connection purposes.
In alternative embodiments such as shown in FIG. 3C, a plurality of
additional apertures "A" are provided in the receiving and
connecting plates (i.e. more than are required for assembling the
axle components together) with each aperture "A" in a vertical
column being preferably spaced substantially equally from its
adjacent aperture (within the column). This is done, in these
embodiments, primarily so that the ride height of the vehicle can
be adjusted by simply varying the mating positions of the
connecting plates (11, 13) to the receiving plates (9a, 9b). For
example, first and second axle ends can be mated, via their
connecting plates, to a "low" set of apertures on receiving plates
9a-b thereby to achieve a "high" ride height, or vice versa.
In order to connect an axle end 5 and/or 7 to main beam 3, bolt
pairs 15 and 23 are provided which may be inserted through aligned
apertures "A" of the connecting and receiving plates, respectively,
and then nuts 25 threaded thereon to connect the axle parts to form
a single rigid member (see FIGS. 3B and 4A-B). Exemplifying, in
part, certain further beneficial qualities of the subject
invention, and as may further be seen in FIGS. 1A-1B and 4A-4B,
bolt pairs 15 and 23 uniquely serve two additional functions. More
particularly, bolt pair 15 pivotally connects beams 32a and 32b of
suspension 30 to axle 1, and bolt pair 23 securely connects
airspring seat 34 between the axle end portions 5 and/or 7 and
middle beam 3 (via their respective connecting and receiving
plates) thereby functionally connecting suspension 30 to axle 1. As
will be noticed, utilizing this unique axle design, conventional
axle seats are rendered unnecessary for connecting a suspension to
an axle. In this regard, then, the various drawbacks discussed in
the Background section above are eliminated, and in particular,
weight and part numbers are reduced as is the space required to
install an auxiliary (or other type) axle.
More specifically, as aforesaid, by using bolt pairs 15 and 23 to
both join the various axle portions (to form a rigid axle) as well
as, utilizing the same hardware, connect axle 1 to the suspension
beams and air bellows, conventional axle seats (e.g. typically
comprising a pair of u-bolts and associated other parts) for
clamping a section of suspension beam to the axle structure are not
needed. The elimination of conventional axle seats, in turn,
provides several distinct benefits including that less weight is
used because there are fewer parts employed, less "real estate"
under the body of vehicle 101 is used because there is no axle seat
to unnecessarily raise the suspension above the height of the axle
(e.g. by the thickness of the axle seat being employed), and
assembly of a suspension to an axle beam requires less labor. It is
understood, of course, that alternatives to the connecting and
receiving plates as well as the bolts and nuts described herein may
be employed successfully and are contemplated by the scope of this
invention.
In still further embodiments of the invention, the "camber" and
"toe" which the axle imparts to the wheels can be adjusted as
needed or desired. In this regard, "camber" is defined as the angle
of the wheels with respect to vertical, whereas "toe" is defined as
the angle of the wheels with respect to a centerline drawn from the
front to the back of the vehicle (e.g. or with respect to the frame
rails of the vehicle). FIGS. 5 and 6 demonstrate exemplar angles of
camber and toe, but are not to scale and are primarily intended to
illustrate the preferred direction or tilt of the angle rather than
a strict numerical value. Such directions of angles are preferred,
in this regard, because they are known for producing improved tire
wear as well as vehicle "tracking" ability and/or lateral
stability. Typical angles employed in conventional practice range
from approximately 0-4 degrees for "camber" and approximately 0-2
degrees for "toe".
In order to adjust either camber or toe (or both), shims "S" may be
inserted between receiving plates 9a-9b and connecting plates 11,
13 (see FIGS. 7A-7D). More particularly, shims "S" may be added
between the front (see FIG. 7A) or rear (see FIG. 7B) portions of
the connecting and receiving plates in order to adjust "toe" and/or
added between the top (see FIG. 7C) or bottom (see FIG. 7D)
portions of the connecting and receiving plates to adjust wheel
camber.
In yet a further alternative embodiment illustrated in FIG. 8, an
air reservoir 3', (e.g. a high pressure tank) normally employed for
storing compressed gas for selectively pressurizing air bellows 36
and 38 (e.g. for "shifting" the axle into a ground engaging
position), replaces (or is integrated into) main beam 3 with the
walls of the reservoir forming a structural portion of the axle.
Located as such, the reservoir consumes less space under the
vehicle, and in addition, reduces overall vehicle weight.
Once given the above disclosure, many other features,
modifications, and improvements will become apparent to the skilled
artisan. Such other features, modifications, and improvements are
therefore considered to be part of this invention, the scope of
which is to be determined by the following claims:
* * * * *